Railway signaling apparatus



July H6, 1935, F. .1. RYAN RAILWAY SIGNALING APPARATUS Filed Aug. 16,1954 2 Sheets-$heet 1 mm em mwlm Dom cow 00 com com o3 com DON 0ru wwiw02 0o omwo o #m 203228 w v mw m In: 4mm me oh I mw b INVENTOR E RYANATT'.

July 16, 1935. F. .J. RYAN RAILWAY SIGNALING APPARATUS Filed Aug. 16,1934 2 Sheets-Sheet 2 3: 3i 20:28 +L| A m9 m III N2 53% H6 2. v E Q lll03 03 mo x25 S36 25 n omm oo 885 +5 INVENTOR E J. RYAN ATTY.

Patented July 16, 1935 UNITED STATES PATENT OFFICE RAILWAY sI N LINGhPPAnAT s .Francis J. Ryan, Chicago, Ill. ADDlication August 16, 1934,Serial No. 740,071

oolaims. (01. 246-223) This invention relates to electrically operatedby reducing the cost of operating the signaling semaphore signals usedfor the control of railsystem.- way traffic, and more particularly to animprove- Further objects and advantages will appear as ment foreconomizing in the energy used for the description of the inventionprogresses and holding said signals in their different operated thenovel features of the invention will be par- 5 positions. i ticularlypointed'out in the appended claims.

One apparatus or mechanism in common use Referring now to the drawings,Fig. 1 is a diafor electrically operating semaphore signals withgrammatie V ew Wh ch shows the mechanism andwhich I am familiar,comprises the well known electrical connections of a device constitutingone Hallstyle-K electric motor signal. This style-K embodiment of theinvention, said mechanism be- 10 mechanism has an electro-magneticclutch which ing illustrated more with a View of making their is a partof the rotating system for moving the functions and operations clearlyunderstood than semaphore arm from the stop to the caution with regardto their exact construction. and. the proceed positions, as well as forholding Fig. 1A is a diagrammatic representation showthe semaphore armin these positions. The clutch in'g when the contacts ofthe circuitcontroller 15 coil of the magnetic clutch, therefore, draws are op aduring the movement o the semaenergy from the battery at all timesexcept when D o e a m f t horizontal e o de ee the signal is at stopposition. During the holdposition to its vertical or ninety degreeposition. ing time the energy input to the clutch coil can F 2 is a Ci ut diagram illustrating the use be reduced about one-half without thesignal of the invention applied to a Hall style-K two 20 kicking off; Asthe signals stand at clear a large m al locat o on a single trackterritorypercentage of the time, considerable energy is Referring o thei ve s s own a wasted in the clutch coil, because the Hall styleppliedto a We -k wn ype of semaphore si K mechanism does not provide anyarrangement Op n m c u as manufactured yfor reducing the currentconsumed by the clutch the Hall Switch and Signal Company, s y e-K 25coil when the signal is at clear, Several Sch mes electric motor signaland described in sec. #33 of were developed involving the use ofcontacts on the Ha Sw a d Signal p y Catalog of the mechanical circuitbreaker in an eifort to re- This yp of semaphore signal Operating ducethis waste of current consumption, but these mechanism o p s a semaphorearm D schemes were not satisfactory because it was imotally Connected ythe semaphore d i to the possible to bridge the period of transitionfrom S maphore segment 2. The semaphore segment the rotating function tothe holding function of I2 s p v ted at 3 and has teeth l4 near the theclutch. As a result the signal would pump lower outer edge whi h mesh wia pi n gear and it was, therefore, found necessary to provide I5. Thepinion r 15 is u ed to shaft '6 a time interval to bridge the gap. Inthe presupon which is mounted the gear wheel. 51. The 35 ent invention aslow-releasing relay is utilized to shaft I6 is rotated in suitablebearings in the bridge the gap. The relay is energized in multiframe ofthe mechanism. Gear wheel H meshes ple with the signal motor and closescontacts for with gear Which s u ed to shaft !9. A short circuiting aresistance normally included v rn r -0 i al at h o shaft 9 t govern inthe holding circuit for the clutch coil so that the-speed of rotationthereof! An 'o- 40 full voltage is applied to the clutch coil when thenetie Clutch 2|, eemprising the C utch Coil o motor is Operating w n themotor c out the winding, has its terminals connected to conduct-' relayreleases slowly removing the short from m Tings -F which are constantlyin around the resistance a short interval thereafter, gag'ement wlthWlpers 23 and The clutch circuit of the clutch coil. The inclusion of.the 22 s g fi ifit g iii fi af g resistance in the holding circuit ofthe clutch g face p1 g i g 23 2 8 gi fs ig pgi ggg g consumptlon toapproxl gether only when the clutch coil is energized and 5 the motor 3iis o 't' l J "0 The princlpal ob ect of this invention is to Dem mg Eectm magnet, a

V clutches of this type are old and well known devlse an lmprovedconstructlon and arrange" and need not, therefore, be more fullydescribed.

m n of p r n circuits, in a maphore signal The g ear wheel 21 mesheswith'gear 29 on shaft p ra in m ch ni so as to r d th en r y so which isrotated by motor 3|. Attached to the g consumption of theelectromagnetic clutch, theresemaphore segment l2 is an arm 32 pivotallyconthereby including the resistance in the holding times with shaft 1 Aclutch face plate 25 nected to arm 33 whichis connected to shaft 34 forrotating the same when the semaphore segment i2 is rotated, either bythe operation of motor 3| or by the restoration of the semaphore armiii. Mounted on the shaft 34 are the semaphore circuit controlling earns35, and 37 for controlling the opening and closing of. the semaphorecircuit controlling contacts 8| to 85, inclusive, in accordance with theoccupied position of thesemaphore arm, I0. As shown, the semaphore bladeor arm i0 is at clear or its 90 position while the cams 35, 35 and 31are shown in corresponding positions. TR represents the usual and wellknown track or home relay which is normally energized until a trainenters the block section corresponding thereto. DR. represents thedistant relay which is jointly controlled by the distant and homev trackrelays. Relay 50 is the Well known slow-releasing relay commonly usedin'telephone systems. The battery B furnishes current for operating therelay 58, motor 3|, and electromagnetic clutch 2| and has one of itsterminals commoned to all :the other batteries located at the othersemaphore signaling positions in the system.

In the two arm system in Fig. 2, two mechanisms similar to the mechanismillustrated in Fig. 1 are shown diagrammatically by the motors 93B and213i, corresponding to motor 3|; the electro magnetic clutches, |2| andHI, corre spondingto the clutch 2|; and the semaphore circuitcontrolling cams |35, I35 and 236; The cams |35 and |35 and theuppersemaphore arm being operated by the motor |3| for the home trackconditions, while the cam 236 and the lower 'semaphorearm is operated bymotor 23| for the distant track conditions. In a two arm system of thistype, it being well known that the upper semaphore arm indicates thehome track condition while the lower semaphore arm indicates the distanttrack condition. .A trackrelay TR and a distant relay DR, are providedfor controlling this two arm semaphore signal. A double-woundslow-releasing relay |5D somewhat similar to relay 50 is also shown. Thesystem shown in Fig. 2 is used for a two arm system wherein each arm hastwo positions, the horizontal arm position being the stop position,while the lower arm position indicates the clear position. With theupper arm in clear position and the lower arm in stop position thesignal therefore indicates caution which is the equivalent of the 45position of the semaphore arm in Fig. 1.

Having briefly described the apparatus and system a detailed descriptionof the circuit operations will now be given. For this purpose andreferring to Fig. 1, it will be assumed that a train enters the blockcontrolling track relay TR with the result that relay TR deenergizes andopens the holding circuit to the clutch coil 2| at armature' contacts63. The holding circuit for the clutch 2| when the semaphore arm is inclear or 7 90 position may be traced' as follows: from positiveterminalof battery B, contacts 63; clutch wiper 25, clutch ring '2 through theclutch coil winding 2|, clutch ring 22, clutch wiper 23, resistance 52,circuit controller contacts Bland 83 closed in 50-to 90, contacts 1|,contacts 6| to negative terminal of battery-B. Due'to the resistance 52in this circuit the current consumed for holding clutch 2i energized isapproximately one-half that formely used for maintaining the clutch 2|energized. By the deenergization of the clutch 2!, the clutch and shaft|9 are free to rotate independently of shaft 28 and motor 3|.

It being well known in this type of apparatus previously described thatas long as the clutch is held energized the semaphore arm is held in itsoperated position because the biased semaphore arm is unable to rotateshafts 28 and 30 and motor 3|. However, when the clutch is deenergizedthe magnetic coupling between shaft 23 and shaft |9 is opened withthe'result that shaft is may now rotate independently of shaft 28. Theconstruction of the semaphore arm l5 is'such that when clutch 2|isdeenergiZecl the arm it falls to its horizontal or'zero degreeposition. Arm In in falling from its 90 position to its zero positionoperates segment l2 on its pivot |3 by means of the rod Theteeth M onsegment being in meshwith pinion |5 causes the shaft l6 and gear wheelll to rotate thereby rotating shaft is, governor 20 and clutch 2| bymeans of the gear |8 in mesh with gear wheel H. The earns 35, 35 and 31are also rotated from their 90 position to their 0 position bymeans'of'shaft 34., rods 33 and 32 which are pivotally connected to thesegment |2 as shown: The deenergization of track relay TR alsodisconnects at contacts 62 the negative-battery terminal of battery Bfrom conductor '1 extending to the rear block section relay'DR (notshown) to prevent the energization of such relay until the home trackrelay TR again energizes when the train passes unto the next or distantblock section. At contacts 64, relay TR opens the circuit to the home DRrelay which.

accordingly deenergizes and opens its contacts 1|;

From the foregoing it will be seen that as a result of a train enteringthe block controlledby the semaphore arm Ill track relay TR and relay DRhavedeenergized, the clutch 2| is deenergized by the deenergizationof'relay TR and the some: phore arm l0 and cams 35, 38 and 31 are movedfrom their 90 positions to their zero degree posi tions.

In zero degree position cam springs 8| and 82 and camsprings 84 areclosed by cams 35 and 36. As soon as the train leaves the home blocksection track relay TR again energizes and completes circuits forenergizing motor 3|- and relay 50 in multiple and for energizingclutch2|. The circuit for energizing motor 3| and relay 50 in multiple may betraced as follows: from positive ter minal of battery B, contacts I33,through the motor 3| and relay 50 in multiple, cam contacts 84, contacts6| to negative pole of'battery B; Relay 50 energizes'and at armature 5|closes a shunt around resistance 52 so that the 'clutch2l receives fullbattery potential during motor operations. The circuit for energizingclutch 2| may be traced as follows: from positive terminal of battery.B, contacts 63, clutch wiper 25; clutch ring 24, through the clutch coil2|, clutch ring 22, clutch wiper 23, armature 5|, cam spring 8| and 82nowclosed by cam 35, contacts 65 to the negative terminal of battery B;Due to the energization of clutch 2| the motor 3! is magneticallycoupled to the seine. phore arm ii] in the manner previously describedwith the result that the arm and cams are rotated from zero degreeposition. When cam 3'! is rotated to its 43 position cam springs 85close to prepare a circuit for motor 3! which is only closed aroundresistance 52 to reduce'the current fiow'in the holding circuit to theclutch 2I The holding circuit at this time being the same as that tracedfor originally energizing the clutch H with the exceptionthat theresistance 52 is now included in this circuit.

The semaphore arm It? and cams 35, 36 and 3! stay in their positionsuntil the train leaves the distant block section, thereby causing thedistant track relay to energize and complete the circuit for energizingrelay DR as follows: from the positive terminal of the distant batterycorresponding to battery B, over common conductor 8, contacts 64,winding of relay DR, conductor I, and through contacts corresponding tocontacts 62 on the distant track relay to the negative pole of thedistant battery. Relay DR, upon energizing, at contacts II completes acircuit for energizing the motor 3! and relay in multiple as follows:from the positive terminals of battery B, contacts 63, through thewindings of the motor 3| and relay 50 in multiplacam springs now closedby cam 31, contacts 'I I, contacts 6| 'to the negative pole of batteryB. In the same manner as previously described relay 50 at armature 5Iagain shunts the resistance 52 to increase the current flow in clutch 2Iand the semaphore arm I0 the following circuit for clutch 2I: frompositive pole of battery B, contacts 63, wiper 25, ring 24, coil 2 I,ring 22, wiper 23, armature 5 I, cam springs BI and 83, contact II,contact 6|, to negative pole of battery B. When the semaphore arm I0 andcam 37 reach their 89 position the cam springs 85 opens the circuit tomotor 3I and relay 50 to stop the motor and deenergize relay 50. Themomentum of the motor, however, operates the semaphore arm I0 and camsto their on clear position. When relay 50 deenergizes after an intervalsaid relay at armature 5| again includes the resistance 52 in the lasttraced circuit for clutch 2I to complete the holding circuit. Theholding circuit for maintaining clutch 2| energized ineludes theresistance 52 to reduce the battery consumption and the semaphore arm"is held in its 90 or clear positionuntil such time as a train entersthis section.

The invention as applied to a so-called Twoarm system is shown in Fig. 2wherein the upper semaphore arm indicates home trackconditions of thehome block section, while the lower arm indicates the distant trackconditions of the distant block section. In this system each semaphorearm has only two positions, the horizontal or zero degree position beingthe stop position while the downward slanting position'or the 60position being the clear position. A separate operating mechanism,similar to that disclosed in Fig. 1, is provided for each semaphore armand the difierent mechanisms and parts in Fig. 2 corresponding tosimilar parts in Fig. l have reference characters only differing in thehundreds digits while the tens and units digits of the referencecharacters are the same for similar parts. In Fig. 2 the semaphore armsIIS and 2I0and the cams I35, I36 and 235 are shown in their 60 or clearposition. In this position the holding circuit for clutch I2I may betraced as follows: from positive pole of' battery B, contacts I63,throughthe wipers, conducting rings and winding of clutch I2I,resistance I52, contacts ISI to the negative pole of battery B. Theholding circuit for clutch 22I may be traced as follows:

from positive pole of battery 3, contacts I63, through the wipers,.conducting rings and winding'of. clutch22I, resistance 252, cam springsI34 now closed, contacts. I'II, contacts I6I to the negative'pole ofbattery B. Since the clutches I2I and 22I are maintained energized overtheir holding circuits the semaphore arms I I 0 and ZIII, respectively,are maintained in their clear positions.

When a train'enters the home block section the home track relay TRassociated therewith deenergizes and opens the holding circuits to bothclutches I2I and 22I at contacts I6I and I63. In response to thedeenergization of clutch I2I the upper semaphore arm III] and cams I 35and I36 rotate to their zero degree positions and in response ,to thedeenergizationof clutch 22I the lower semaphore arm 2 I0 andcam 236rotate to their zero degree positions. At contacts J62 relay TR opensthecircuit to the DR relay associated With the block section to the rearand at contacts I64 opens thecircuit to DB. relay which accordinglydeenergizes.

When the train leaves the home block section and enters the distantblock section,track relay TR" again energizes to complete circuits foroperating the upper semaphore arm II6 to its 60 or clear position asfollows: from positive pole of battery B, contacts I63through the; motorI 3| j and upper winding of relay I50in multiple, cam springs I31 closedby cam I36from 0 to 59, contacts I6'I to they negative pole of batteryB. Re-

.lay I50, upon energizing over the above-traced circuit, at armature I5Ishunts the resistance I52 to increase current flow in the clutch circuitwhich maybe traced as follows: from the positive pole of battery B,contacts I63, through the wipers, conducting rings and winding of clutchI2I, armature I5I, contacts I6I to the negative pole of battery B. Dueto'the energization of the clutch -I2I the semaphore arm I I0 is coupledto the motor I3I with the result that the motor now moves arm H0 andcams I35 and I36 from zero degree position-toward their 60 position.When cam I36 is rotated to its 59 position cam springs I3! open thecircuit to the relay I50 and motor I3 I which deenergize. Due to themomentum of the motor and mechanism, the arm III] and cams I35 and I36are, however, rotated to the 60 or clearposition. Relay I50, upondeenergizing, at armature I5 I removes the shunt from around resistanceI52 with the result that the previously traced circuit for clutch I2Inow in cludesresistance I52 instead of contacts I5I for holding the armH0 in its clear position. Cam I35 in position 59 to 60 closes camsprings I34 to prepare the circuits for operating and holding the lowersemaphore arm 2I0.

When the train leaves the distant block section the track relayassociated therewith completes the circuit for energizing relay DR overarmature I64, common conductor I08 and battery at the distant section.At contacts I'II relay DR completes the motor and relay circuit and theclutch circuit. The motor and relay circuit may be traced as follows:from positive pole of battery B, contacts I63, through the motor 23I andlower winding of relay I50 in multiple, cam springs 231 closed by cam236 from 0 to 59, cam springs I34 now .closed'by cam I35 in its 60position, contacts I'II-, contacts I6I to the negative pole of batteryB. The motor 23I and relay I50 operateand relay I50 operatesitsarmatures I5I and 25I to short resistances I52 and 252, respectively.The clutch 22 I H is now energized over the following circuit: from' thepositive pole of batteryiB', contact I63, through the wipers, conductingrings and winding of clutch 221., armature 251, closed cam springs 134,contacts l'l'l and "Slim the negative pole of battery B. Armature Ishorts resistance I52 to momentarily increase the current flow throughclutch I2l. Due to the operation of motor 23! and the energization ofclutch 22! the arm 2H] and motor 23| are magnetically coupled so thatthe motor nowmoves arm 2H! and cam'235 from its zero position toward its60 position. When cam 236 reaches its 59 position, cam springs 23'! openthe circuit to the motor 23I and relay i50 to 'deenergize the same. Themomentum of the motor and mechanism, "however, rotates the arm 2" andcam 236 to its-60 positionsl 'After a short interval, slow to releaserelay I59 deenergizes and removes the short circuits from aroundresistances l52 and 252 at armatures l5! and 25!. The resistances I52and 252 are now included in the holding circuits of clutches I2! andZZI, respectively, instead of armatures HI and 25! to decreasethecurrent consumption during the time the semaphore arms H5 and 210 areheld in their clear positions by the continued energizations of theclutches ill and 22! Having described the invention, what is considerednew and is desired to be protected by Letters Patent is set forth in thefollowing claims.

Vfhat is claimed is: a i

-1. In combination, a semaphore biased to stop position, a motor,arielectromagneticv clutch for coupling said motor and semaphore,meansfor operating said motor and for energizing said clutch to movesaidsemaphore to an operated position, a holding circuit including aresistance to reduce the current flow therein for maintaining saidclutch energized to hold said semaphore in its operated position, arelay operated with saidmotor, and contacts operated by said relay forshunting said resistanceto increase the current flow in'said clutchthereby increasing the magnetic pull of said clutch during motoroperations. t

2. In combination, a semaphore arm, a motor, an electromagnetic clutchfor coupling said motor to said arm when said clutch is energized, aswitch arranged to be'operated when said arm is moved, a circuit foroperating said motor'and a circuit for energizing said clutch controlledby said switch, a holding circuit including said switch for maintainingsaid clutch energized, a resistance included in said holding circuit toreduce current flow therein, a relay controlled by said switch forshunting said resistance to increase the magnetic pull of said clutchduring the operating time of said motor, and track controlled means forsupplying operating'current to said circuits and relay.

3. In combination, a semaphore arm, a motor, an electro-magnetic clutchfor coupling said motor to said arm when said clutch is energized, aswitch arranged to be operated when said arm is moved, a holding circuitfor maintaining said clutch energized including a resistance to reducecurrent iiow therein, track controlled means for supplying operatingcurrent through said switch to operatesaid motor and clutch, a relaycontrolled by said switch and operated in' multiple with said motor, andcontacts operated by said relay for shunting said resistance tostrengthen the magnetic pull of said clutch during motor operations. 7

4. In combination, a semaphore arm, a motor,

to uncouple said motor and arm to move said arm a from one position toanother, the 'reoperation of said track controlled means reconnectingoperating current to said motor and holding circuit to move said armfrom said other position, a relay operated in multiple with said motor,and contacts on said relay for shunting said resistance in saidholdingcircuit to-increase the current flow through said clutch duringmotor operations.

5. In combination, a semaphore arm having first, second, and thirdpositions, a motor, an electro-magnetic clutch for coupling said motorto said arm when said clutch is energized to operate said arm inresponse .to motor operations and to hold said arm its set positionsafter motor operations, a switch having three positions corresponding tothe three positions of said arm and arranged to be operated when saidarm is moved, a holding circuit including a resistance to reduce currentflow therein normally maintaining said clutch energized, home trackcontrolled means operated for connecting and disconnecting operatingcurrent toand from said motor and clutch, the disconnection of currentfrom said holding circuit deenergizing said clutch to un-' couple saidarm and motor, said arm moving from first position to third position inresponse to the deenergization of said'clutch, circuit controllersclosed in third position of said switch for operating said motor andclutch to move said arm and switch to second position in response to thereconnection of operating current by said home track controlled means,said circuit controllers for said motor operated at second position ofsaid switch to stop said arm in second position and to maintain saidholding circuit closed, other circuit controllers closed in secondposition of said switch, distant track controlled means for connectingoperating current through said other circuit controllers for operatingsaid motor and clutch to move said arm and switch to first po-' sition,said other circuit controllers operated in response to said switchreaching first position for stopping said arm in first position and formaintaining said holding circuit closed, a relay operated each time saidmotor is operated, and contacts operated by said relay for shunting saidresistance in the holding circuit to increase current flow through saidclutch during each motor opcrating the second motor and for energizingthe second clutch to move the second semaphore arm to an operatedposition, asecond holding circuit including a resistance to reducecurrent flow therein for maintaining said second clutch energized tohold. said second arm in its operated position, a relay operated witheither one of said motors, and contacts on said relay for shunting bothsaid resistances to increase the current fiow in both said clutchesthereby increasing the magnetic pull of said clutches during motoroperations.

'7. In combination, a semaphore arm, a motor adapted to move said arm,holding means for holding said arm in operated position, a holdingcircuit including a resistance to reduce current flow therein formaintaining said holding means energized, a relay, means forsimultaneously operating said motor and relay, and contacts operated bysaid relay for shunting said resistance to increase the current flow insaid holding means during motor operations.

8. In combination, a semaphore arm, a motor,

an electromagnetic clutch, a circuit for maihtaincuit, and contactsoperated each time said relay is operated for shunting said resistanceto increase current flow in said clutch circuit thereby increasing thestrength of the magnetic coupling between the semaphore arm and motorduring each motor operation.

9. In combination, a semaphore arm having a plurality of operatedpositions, a motor, an electromagnetic clutch, a circuit for operatingsaid motor, a relay connected in said circuit in multiple with saidmotor, a circuit for said clutch, means for closing all said circuitssimultaneously to operate said motor and relay and to energize saidclutch, the energization of said clutch magnetically coupling saidsemaphore arm and motor and the operation of said motor thereaftermoving said semaphore arm, means for opening said motor and relaycircuit in response to said arm reaching a predetermined position tostop the motor and arm, means for reclosing said multiple motor andrelay circuit to reoperate said motor and relay to cause said motor tomove said arm to another position, means for maintaining said clutchcircuit closed to maintain said arm in its operated positions, aresistance included in said clutch circuit, and contacts operated eachtime said relay is operated for shunting said resistance to increase thecurrent flow in said clutch thereby increasing the strength of themagnetic coupling between the semaphore arm and motor during each motoroperation.

10. In combination a semaphore arm having a plurality of operatedpositions, a motor, an electromagnetic clutch, a circuit for operatingsaid motor, a relay connected in said circuit in multiple with saidmotor, a circuit for said clutch, means for closing all said circuitssimultaneously to operate said motor and relay and to energize saidclutch, the energization of said clutch magnetically coupling saidsemaphore arm and motor and the operation of said motor thereaftermoving said semaphore arm, a resistance included in said clutch circuit,and contacts operated each time said relay is operated for shunting saidresistance to increase the current flow in said clutch therebyincreasing the strength of the magnetic coupling betwen the semaphorearm and motor during each motor operation.

FRANCIS J. RYAN.

